Aryan95614/aerograph-asrs huggingface dataset:
Aircraft: EMB ERJ 170/175 ER/LR
Phase of flight: Cruise
Anomaly: Flight Deck / Cabin / Aircraft Event Passenger Electronic Device; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor

FA reported that a first class passenger reported to them that his portable battery was heating up and smelled like burning plastic. FA put the battery in a container with water as per their procedure and notified us that they had done that and there was no irregularities at this time. We advised them to carry on with their procedures and monitor the battery. Advised dispatch of the situation as well.Looking into if this particular type of battery pack is good for flight.Make: UnidenModel: WM4807 While cruising at FL350; we got a call from a flight attendant. Flight attendant informed us that a passenger handed a phone charging battery pack that smelled like 'burnt plastic.' Flight attendant said that the pack was not hot to the touch when the passenger handed it to her; but it did have a smoky smell. The FAs followed the FAM procedure for Lithium battery fires that say to submerge the device in water. When we got the call they already completed this procedure and there was no further sign of smoke or fire. Therefore; I decided that declaring an emergency would not be needed in this case. Instead; we continued the flight with caution; monitoring the condition of the battery pack.We verified that the flight attendant's manual procedures where complied with; notified dispatch and asked the FAs to keep monitoring the condition of the battery pack.The passenger was charging his phone with the device while this happened. It was not connected to the PC outlet. EMB-175 flight crew reported a passenger's portable battery overheated so the Flight Attendant placed the battery in a water container as per company procedure.
Aircraft: A320
Phase of flight: Landing
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Excursion Runway

While landing in EWR LOC 22R the Captain landed on the displaced threshold area prior to the 22R threshold of the runway. At 200 feet I told him he could not land in the displaced threshold area; and he ignored my statement. I repeated myself several times explaining this was prior to the landing area of 22R. He ignored me and continued his approach and landing on 22R. He landed approximately 100 feet before the threshold of 22R; ignoring the displaced threshold markings. He asked what I was saying on short approach and when I explained the displaced threshold; he blew me off stating haven't you ever landed on that before.The Captain had total disregard for his FO; and the rules about landing in a displaced threshold area. A320 FO reported the Captain landed on the displaced threshold of Runway 22R at EWR even after the FO warned against that.
Aircraft: B737
Phase of flight: Taxi
Anomaly: Aircraft Equipment Problem Less Severe

While taxiing into position on [the] runway; another aircraft reported flames coming out of our Number 1 engine. We taxied clear; shut down the engine; informed the Flight Attendants; and returned to the gate. B737-700 Captain reported returning to the gate after another aircraft reported flames coming from the Number 1 engine during taxi.
Aircraft: B737
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Less Severe

During cruise flight; I was replacing the batteries in my headset and dropped a 3 pack of AAA batteries wrapped in a rubber band. The batteries bounced off the cockpit floor; hit the toe of my boot; and bounced into the [underfloor area] under the First Officer's left rudder pedal. Notified Dispatch and put a write-up in the logbook. I met the Mechanic after landing and spent the next hour with flashlight trying to find missing batteries. Watch when you drop stuff on cockpit floor; it could go anywhere. Right now; no batteries found. B737-800 First Officer reported he dropped some AAA batteries that went under the floor in the rudder pedal area.
Aircraft: B737
Phase of flight: Takeoff / Launch
Anomaly: Aircraft Equipment Problem Critical

As we taxied out I saw the Speed Brake Do Not Arm light flicker once as we taxied out of the ramp area and once about halfway to the runway. I pressed the speed brake forward to make sure again that it was [in the] down detent. It was in the correct position. The light did not come on again. We ran all of the checklists and there was nothing unusual. We ran the final items on the before take off checklist. Everything was operation normal. We were cleared for take off. The First Officer was flying. He said check thrust and I took the throttles for take off. As we rolled down the runway around 60 To 70 kts.; I saw the speed brake do not arm light flicker then turn on steady. I also heard the configuration horn go off. I called reject; I have the aircraft around 75 to 80 kts. I pressed the manual brakes around 60 kts. to prevent the violent stop.The First Officer made the calls to Tower and remain seated calls. I slowly taxied off the runway. We called to the back to make sure everyone was seated and ok. The Purser said everything was fine. We did not ask for assistance since we were in the low speed regime. We ran the rejected Take Off checklist from the QRC. The First Officer ran his after landing flows. We asked Ground for a spot to work the problem. I called Maintenance with Operations. I talked with [someone] who said this was a known anomaly (which I did not know about). He had me set the flaps to one then he had me activate the number two stick shaker. He said that we were good to go. The light never came on again. I made a call to the Flight Attendants and the passengers. We ran all of our checklists again and taxied back to the runway for take off. We took off without incident and landed [at our destination]. Shortly after applying power for takeoff; the SPEED BRAKE DO NOT ARM light came on twice. It came on briefly a first time; went away and turned back on and the Captain initiated the Rejected Takeoff. The decision to reject was performed around 80 kts. and we followed company procedures. Flight Crew reported a rejected takeoff due to a Speed Brake Do Not Arm light coming on.
Aircraft: SMALL AIRCRAFT; LOW WING; 2 ENG; RETRACTABLE GEAR
Phase of flight: Initial Climb
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

Aircraft X was about to depart IFR and NCT Coordinator called us about his beacon code. This led us to forget to obtain IFR departure release because I did not remember that Diablo Sector is open. Normally; when Diablo is not open we have auto releases on prop departures on NIMI or H315 departures. It was not until we had the next IFR departure that I inquired to the trainee if we got a release on Aircraft X and she said she just launched him.We should have been using the CFR placard when Diablo is open to avoid forgetting. OAK Tower Controller describes situation where an aircraft departed without a release. Controller also states there is a placard to remind them to obtain the release that they weren't using.
Aircraft: B737
Phase of flight: Landing
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor

Diversion in ZZZ due to flaps and loss of hydraulics. For safety Flight Attendants remained seated. A couple of passenger call lights went off after [the] Captain's announcement during flight . Flight Attendants made several announcements that for safety we would remain seated for the short duration of the flight. Upon landing; [there was a] burning smell of rubber odor in [the] aft galley. Once we came to a stop [we] verified that smoke was not visible and passengers were requesting to use the lavatory. Informed them to remain seated until we received further directives from the Captain and initially communicated with other Cabin Crew Members. For Safety and Regulatory Requirements; [we] continued to adhere to International Regulatory Requirements until we arrived at [the] gate with forward cabin door(s) opened. B737-700 Flight Attendant reported 'burning smell of rubber' upon diversion landing due to a hydraulic malfunction.
Aircraft: MEDIUM TRANSPORT; LOW WING; 2 TURBOJET ENG
Phase of flight: Descent
Anomaly: Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy

I was working aircraft out of a holding pattern for ATL. I thought I had used proper vertical separation. I was certain Aircraft X was out of 150 and assigned Aircraft Y 160 and a reverse heading of 340 to sequence them behind Aircraft X. There was a jet that had just diverted to HSV; and I was in a conversation with them about going to ATL since we had just started running aircraft into ATL. The next thing I knew; conflict alert was going off and Aircraft Y was asking me to verify their assigned altitude. I saw Aircraft Y leaving descending through 169 and Aircraft X at 165 right on top of each other. I told Aircraft Y to level off at whatever altitude they were at; and turned them 40 degrees left. The next update showed Aircraft Y at 163 and Aircraft X's altitude was Xed out. At that point I just wanted to make sure everyone was separated. Pilots were stepping on transmissions and I could not get replies right away. I then saw Aircraft X out of 150. I think I may have told them to expedite their descent at some point; but I don't remember for certain. I could not think straight at this point and asked the CIC to get me out. I have since heard it was a Mode C swap. I don't know if anything can be done about them; but it was an extremely upsetting experience to go through. Anything that can be done about Mode C swaps. ZTL Controller reports of an incident where he is trying to separate two aircraft in a conflict due to altitude separation. The Mode C's of the aircraft swap and cause the Controller problems.
Aircraft: PA28
Phase of flight: Parked
Anomaly: Aircraft Equipment Problem Critical

Tried to start the aircraft but it didn't want to start. I let it cool down then tried again. Then I smelled a burning smell. I told my friend to exit the aircraft; then I went to check the engine. When I opened [the cowling] I noticed that there was [a] fire. I told my friend to get as far as possible from the aircraft because we had no time to try to [extinguish] the fire. It was next to the fuel tanks. Then I called [ATC and] told them to send the fire people because the aircraft engine is on fire. [A] few minutes later they came and [extinguished] the fire. PA-28 pilot reported experiencing an engine fire during a start attempt.
Aircraft: CESSNA CITATION SOVEREIGN (C680)
Phase of flight: Takeoff / Launch
Anomaly: Aircraft Equipment Problem Critical; Ground Excursion Runway

Shortly after landing gear retraction; the amber CAS message Hydraulic Volume Low illuminated. The EICAS indicator showed 0 volume in the hydraulic reservoir. We climbed to a safe altitude and ran the checklist for the malfunction and continued toward the mainland to determine a suitable landing site. The company was contacted regarding the problem and requested we land at an isolated field. We determined a larger airport had more suitable runways and informed ATC we would be making an emergency landing there. Based on the landing numbers per the checklist criteria; Runway XX was suitable. We rehearsed the landing sequence prior to touchdown to ensure we were coordinated in our efforts. Upon touchdown; the emergency braking system was applied; but seemed to have little effect. The airplane coasted to a stop. All passengers and crew were OK. A CE680 EICAS alerted HYDRAULIC VOLUME LOW after landing gear retraction so the flight diverted and after landing when the aircraft's braking systems failed; the aircraft rolled safely to a stop.
Aircraft: CITATIONJET (C525/C526) - CJ I / II / III / IV
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Critical

Cruising at FL410; sudden sound of air and loss of pressurization. Called Center to declare an emergency and given FL210. Told them I would need emergency descent. All seemed carried out without problem. (I had immediately followed the well trained drills of emergency descent.) Requested and given altitude of 10;000 FT to complete flight without problem. A C525 lost pressurization at FL410; so the single pilot declared an emergency and descended to 10;000 FT.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Cruise
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy

Past 3 days have been very trying. Passengers are able to board the planes ill. Coughing; sneezing; even having the appearance of being ill. I am at the end of my 3 Day and instead of looking forward to going home; I am reluctant in that I may be bringing the virus home to my family. Please see if the company can have CDC (Center for Disease Control) come out and have crew members tested in base. Crew members are around hundreds of people a day and could very well be transmitting the virus to others. Please let me know when and how this necessary procedure could be implemented to best serve our customers and each other. Thank you. Flight Attendant reported ill passengers on the flight and was concerned regarding lack of COVID-19 testing for the crew.
Aircraft: B737
Phase of flight: Cruise
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury

It is too much trouble and takes too much time to handle a medical emergency in flight. This has been an ongoing issue for the 18 years I have been here. On this particular flight; there were no deviations; however the trouble and taking one Pilot out of flying the airplane for the 20-30 minutes it takes to resolve the problem is just too long and adds a lot of extra risk. On this particular event; the Flight Attendants reported a woman had passed out; but was conscious and unresponsive. She had a history of diabetes and a Nurse Practitioner was working on her. Not ready for [medical service] yet. Five minutes go by and they are ready to contact [medical service]. I tell the First Officer to take care of that while I fly and take care of ATC while monitoring the situation. We contact ARINC after a couple of tries; it's a little garbled because of somebody else on the frequency. Takes another five minutes before [medical service] and Dispatch are up on the radio and ready.Of course the Flight Attendants are not ready yet and it takes another couple of minutes. Finally; they are ready to talk. They relay the important information in starts and stops because of the garbled comm plus the Flight Attendants are not good at operating the radio (this cannot be fixed because of the infrequency of these events and once a year training is just not going to do it). Finally; the information gets relayed to [medical service] and then there is a minutes-long blank time. This is because the [medical service] radio Operator has to find a Doctor; brief the Doctor; and get the Doctor on the radio. The Doc asks for some of the same information we just gave; also with the same communications problems. Several repeats later; the Doctor has the information and tells us what to do. We sign off which takes a couple of minutes; make sure the Flight Attendants know what to do (another couple of minutes); make sure EMS is going to meet us (another couple of minutes).By the time the First Officer is done with all of that we are well into our descent and we are way behind. Due to our lengthy briefing requirements; it is difficult to catch up; but we do. We land without incident. The point to this whole synopsis is it takes way too long; and is way too difficult to solve this problem. For a long haul flight; it's not that big a deal; on the shorter flights; it's just too much. There has to be a better way. A Pilot reported their inefficient procedures for handling an inflight medical emergency distracted the pilots from flying the aircraft.